Car coupling equipment



Aug. 7, 1945.`

E. A. LARSSON CAR COUPLING EQUIPMENT Filed July 24, 1943 ERNST A. LARSSON Aug- 7, 19145- v E. A. LARSSON 2,381,603

CR COUPLING EQUIPMENT Filed July 24, .194s 5 sheets-sheet 2 @7 65; LM @L nh, uJ

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v Snvexltor ERNST ALAR SSoN Aug 7 1945- E. A. LARssoN GAR GOUPLING EQUIPMENT Filed July 24, 1945 3 Sheets-Sheet 3 ation-leg Patented Aug; 7, 1945 j UNITED STATE s PATENT oFFl-CE CR COPLING EQUIPMENT .i i" -Ernst Larsson, Mansfield, Ohio, assignor to The Ohio Brass Company, Mansfield, Ohio, a rcorporation of New Jersey Application July 24, 1943, Serial No. 496,255

` 2s claims. (ci. 213121) l My invention relates to car couplers, includto cars. y l

Many features of construction of my present coupler are to be found'vin my coupler disclosed in my U. S. Letters Patent 2,235,618 issued March .ing attachments therefor to secure the couplers l18', 1941. My present invention involves features which may well be considered asimprovements over my prior invention.

In the conventional types of I automatic couplers, the method of `attaching the same to cars is by means of al verticalpin upon` which the coupler head pivots laterally. This design and method oivattachmentof the coupler to cars permitspractically unrestricted lateral movement of the coupler head upon they pivot pin under `pull andbuf conditions.

There isf usually considerable `clearance between the wheelA flangeion the cars and the inside face of the rail head and this permits 'the cars in a train coupled with the conventional type of coupler to buckle `and to assume ran angular relation to each other and `to the track under severebuihng conditions;

This tendency lfor the cars to buckleis a serious matter, alecting the operation of the cars in long trains and frequently resulting in derailment of the cars in pushing or buiiing., especially when short couplers are used on long cars with short wheel base as is quite common practice in mining and industrial operations.

It is the purpose of my improved coupler herein described, to completely eliminate, or substantiallyxso, the .tendency of thecars to buckle under buff and in fact my improved coupler has the effect` of alining the cars in a straight line parallel'to .the rails when, subjectedvtovsevere bufling.

Another purpose of my improved coupler is to provide one in which the tendency for the cars to be derailed on curves is less than with a coupler of the `conventional-type ,which is provided with substantially .unrestricted lateral movement on its pivotal pin. I

`A diiiiculty isoften `experienced inattempting to couple two cars ona curve when the co,u. plers are of the` conventional typeand equipped with automatic centering means. l",he.couplers in this case are held in central `position and the condition of the curve projects the face ,of Ythe couplers far .enough out of alinementso thatthe heads when 'brought together. will `not .effect .a coupling. 11;.: In my improved 'c,:oup1er.-I..,provideY means whereby the head; may z-be .movedfrorn its con.;

trally held position to a lateral position and held in such position, whereby a coupling may be effected. y

My invention is exemplified by the combination and arrangement of parts shown in the accompanying drawings and described in the following specification and it isfmore particularly pointed out in the appended claims. l

In the drawings:

Fig. 1 is a side view of two couplers of the type herein referred to in position suitable to be moved into coupled relation.

Fig. 2 is a top plan view taken on the line2-2 of Fig. 1 in partial section showing one form of coupler head, namely the femalehead under normal condition.

Fig. 3 is a side View in partialsection of Fig. 2, the partial section being taken on the line 3--3 of Fig..2,

Fig. 4 isa section corresponding to the section OtFig.- 2 showing the relation of thev parts when the coupler is under buff condition.

Fig. 5 is a schematic drawing of several cars on a straight track and equipped with the aforesaid conventional coupler. The relative positions of the cars and couplers indicates the couplers under draft or normal conditions. l

Fig. 6 is a schematic drawing of a plurality of cars equipped as in Fig. 5 but under buff conditions. L l i Fig. 7 is a-schematic drawing showing several cars4 equipped with my improved coupler and op erating under buff conditions. i f

- Fig. 8 is a schematic drawing showing the difficulty of `coupling cars on a short curve when the cars are equipped with couplers provided with automatic centering devices.

Fig. 9 is a schematic drawing showing two cars about to be coupled on a short curve, the cars'being equipped with vmy improved coupler also' equipped with my centering device.

Fig. 10 is a schematic drawing showingthe operation of a plurality of cars equipped with my improved couplers when operation on a curve under buff conditions. Fig. 11 shows a plan view in partial section of the Acoupler Xr of Fig. 10 showingv the relation of parts. l

Fig. 12 shows a plan view in. partial section of the coupler Z of` Fig. 10 showing the relation of parts. i p' Throughout the description to follow, like parts, as far` as possible are given like designation. .f 1 It is the means oi the attachment of thecoupler head to the car body and the cooperation between the head and attaching means and the eifect upon the operation of the car to which my advance in the art relates principally and not in the type of head per se. The two heads could be of the same design if so constructed as to intercouple, as shown for instance in U. S. Letters Patent l2,140,705 issuedto me December 20, 1938.

My description therefore, covers principally the means of attaching the coupler head tothe car body and their corelation and operation and, for that reason I have not shown in detail the companion head as that is clearly shown and described in my Patent 2,235,618.

In Fig. 1, the male coupler M comprises in general a head I, a draw bar 2, anda resilient anchorage 3 and these parts are shown assembled and mounted on a car body Ar In Fig. 1, the female coupler F comprises a head 4 which has integrally combined With itv a draw bar 5, and the resilient anchorage 3 attached to a car body B.

The female head 4 is adapted to receive the male head I and the two are locked in. coupled position by the latch 'I which engages the bearing face 8 in the transversesloty a. The handle I0 secured to the latch 'i operates the same tol the unlocking position.

The resilient anchorage 3 isr the same for both typesv of heads and comprises a box-like member II formed with a. back memberv I2V andv side members I3 and held to the car body by bolts I4 which also secure in placer the parts. within the member H.

Mounted within the member- Il is. a pad t5 preferably of resilient or elastic rubber capable of returning to its original shape after deformation. The padv I5 is provided, on its iront face, with a plurality of spaced ribs I6 at or adjacent the extreme side edges'lthereof and the ribs are connected by an extended at portion I'I in which is embedded a.- metal. plate I8' as by moulding and/or. vulcanizin-g at the time of. manufacture.

Mounted upon. the front of the pad I5 and engaging the ribs I6 isv a. metal clevis member I9. Mounted within` the anchorage casing is a. yoke shaped member 2*I having a vertical. portion in front of each elastic member 28 and also having portionsA extending rearwardly and engaging the back members I2 and held in place by bolts: I4 and nuts 2.2 thereon. The members 2 I are designed to meet specisc' conditionsgand when mounted into place, a normal compression is placed upon the' resilient:y memberst6 and 20 and this compression is maintained by the nuts 22.

The rubber parts I-` and 2lI are employed in place or metal springs and have proven superior thereto andrequire less space for equivalent work. I. may use in place of rubber, the various forms of so called synthetic rubber and elastic plastics, which my term rubber includes and which are non-metallic.

'lhe coupler head is mounted on the clevis member I9 by means of the pin 23 which'permits. pivoted movement of the head in a lateral direction relative to the anchorage and car. The support member I9 and head 5 move longitudinally together under pull or buff action.

In Figs. 2 and 3 the parts are shown in normal relation. Under a draft or pull the coupler head and member I'9 will move forward and therebyr compressthe rubber springs 201 and re*- lieve some oi the normal pressure on the rubber ribs IW.

.contact the bumng plate )lf 10 I In Fig. 4 the parts are shown under approximately a maximum bumng action applied directly along the longitudinal axis with the end 5 of the coupler engaging the plate I8 at which a tendency to align the couplers and cars begins to act, the ribs I6 being fully compressed. With less bufflng action, the ribs I6 would have been only partly compressed and the coupler end would not When the pressure dueto the buff is released the spring action of the rubber ribs I6 tends to force the parts to their normal position as in It will be noted that in my prior invention disclosed in theaforesaid Patent 2,235,618, that all pressure due to buff is distributed over the entire area of the rubber spring or pad while in my present invention the normal buff is taken up by ribs I6 at points laterally spaced from the longitudinal center of the device until the buff exceeds the resistance thereto by the resiliency of the ribs I6. I I. Mounted within the coupler head near its pivoted. end is a, slidable centering device 2l lig.

having. a forked end with tines 2.5. 'lhese` tines rest.. againstv the member I! in both grooves 2,6 when the head. isin. a normal position `(Fig. 2). rEhe tines are pressed. against. the member I! by means of the spring 2l, heldat one end by the xed pins 28'. The pressureI of the spring 2 is. sufficient. tov maintain the, coupler head in longitudinal alinernentl with the car axis when .uncoupled The action of this centering device is the same as that. vdisclosed in the aforesaid Patent 2,235,618 namely, when the coupler head is moved laterally to oneside (Fig. i2) the spring 2:1 is compressed thus increasing its normal pressure and. increasing the tendency to move the head to its central position.

In further explanation of, the purpose and operation of my invention, I, show schematically in Fig. 5. a train of cars connected by the conventional type of pivoted couplers and attachments in which the cars are under draft conditionsor in a normal state thatis neither draft nor The couplers are longitudinally laligned with the longitudinal airisy of the train. In 6 is shown schematically the elcct of thev same equipped cars under buit conditions. in which the cars are buckled due tothe clearance between rail head and wheel ilanges and the couplers treely pivoted relative to the cars. The tendency is toA push the cars. frm the rails.

My improved coupler eliminates the tendency of cars to buckle under buff forces; and on the contrary has the eiectr oi alining the. cars; longitudinally in a straight line parallel to the rails when subjected to severe or abnormal; bufil'ng.

In Fig.` 'Z' is shown schematically a train oi cars equipped with my improved coupler and anchorage under buil conditions and it will be noted the cars and the couplers pivoted theretov remain aligned longitudinally.

The support member I3 rests upon the raised ribs i6' which are under sufficient compression to maintain the member I9- in its forward position when uncoupled (Fig. 2) or when coupled but under neither bui nor draft forces. The adjacent ribs I6 are spaced' and' this` together with their construction' permits them to be fully compressed under sumcient or abnormal buff forces..

In operation, if a haulage train is made up=of cars of a size and constmction. commonly used in mining and industrial work and equippedwith If Ithe cars of such a train are equipped'withy my improvedcouplers constructed to overcome the above detrimental conditions, that is, to operate with unrestricted lateral movement under normal buing conditions and when abnormal conditions are met, the couplers will tend vto prevent derailment by operating to force'the cars intoalignment and .to maintain such alignment. vThe coupler equipment would be. constructed, let us say, to vhave about 7/8 inchy longitudinal movement of the coupler body relative 4to the anchorage at 5,000 pounds bung force,"while a movement of inch would just seat 'the broad end face 5 of the body against the bufng plate I8. y

As soon as the said end face 5' engages the builing plate I8, at a force somewhat less than 5,000 `pounds (Figs. 4 and '7), the compression force will begin to exert an effort to bring the cars and couplers into alignment. yWhen a bufiing force of 5,000"po unds is reached, the plate IB will be under considerable compression `and will exert a'considerable momentof force to bring into and Amaintain alignment of the cars and couplers, and the greater the bufng force the greaterthe'monient of force exerted.

The builng force acting betweenthe end of the body 5 `and the bufling plate IB is exerted at thelateral edges of the body 5 and hence produces a moment at one edge or the other, depending upon which direction tendency `for nonalignmentis exerted, and thismoment is substantially the product of the bufiing or compression force times one-half the width of the coupler end face at each coupled end of the car.

After being subjected to a compressive or 'buffing force of about 5,000p`oundsV the coupler and car axes will align with practically the complete surface of bufng plate I8 inconta'ct with the rear end of theV coupler body and with the rear face of clevis member I9 land any additional compressive force will be absorbed by the entire rubber member I 5 which may be of sufficient size and consistency to absorb a compressive force of 50,000 pounds or more at the endof an additional compressive movement of 1/2 inch.

The members 20 will yield against a pulling or draft force.y

In my previous' description it is evident the coupler headl may pivot onthe pin 23 under normal buing and 'pulling conditions and even when the coupler is under extreme compression it may be moved laterally under influence of` a laterally applied force such as would bethe case if the cars were `pushed around ratherv sharp curves. In this case one'lateral Vedge of .the rear face of the coupler Ybody will rock over sufficiently `to engage the plate I8 thus bringing pressure on one edge of the coupler body end face and of the resilient pad vI 5 and releasing pressure on the other edge thereof (Fig. l2)

In Fig. 8 'is shown diagrammatically a form of difliculty sometimes experienced when coupling cars on short curves with automatically centering coupler heads. Thecouplersare held in a central position and thecondition of the curve proJects the face of the coupler in one car far enough out of the center line of the track so that it is missed by the coupler on the companion car which is being moved forward to eiect a coupling. y

In my improved coupler I propose to overcome this diiliculty by providing means to hold the coupler head in a lateral position. I provide a notch 29 in the face of the plate I8 so that when the'coupler head is manually swungover to either extreme position a corner at the rear end of the coupler head will enter the notch and hold the head in its lateral position against the pressure of the centering device until released automatically by suiicient external force as by the coupling lof the cars 'or when released manually. In Fig. 1l the head is swung around almost sufficiently for the corner ofthe head to enter the notch 29. In Fig. 9 the couplers are shown as equipped with notch 29 and the coupler D is heldin a position to couple with the companion coupler upon bringing the cars together.

A'further and important advantage of my irnproved invention is diagrammatically shown in Fig. 10 which shows three cars U, V, and W equipped with my improved coupling device and operated on a 20 foot radius curve.

The cars are assumed to be pushed around the curve in the direction of the arrow and the push- `ing force is assumed to be large enough to compress the resilient ribs IB of the resilient pads I5 so that the at end faces of the coupler heads come in contact with the plates I8 of the pads I5.

The cars U and V are each on the curve and car W is still on tangent track approaching the curve with the coupler pivot 22 on the point of tangency.` Thusthe position of the couplers at X between the cars Vy and W shows the position assumed by the couplers when one car is on the curve and the other car with the coupler pivot on the point of tangency.

In this position the coupler X on the car V takes the maximum swing attainable by normal operation over a 20- foot radius curve with a car of such proportions as shown (10' x 6 body) and. the coupler on car W is at the starting stage of i-ts cycle of lateral swing with the center line only out a few degrees from the center line of the car.

Assuming that a pushing force P is exerted from car W against car V, it will be noted that the direction of this would be along the line 50, through the pivoted centers of the couplers if conventional couplers with unrestricted swing are .used, but the force is along the line 5I connecting diagonal corners of the end faces of the coupler heads when my improved coupler equipments are used. i Fig. 11 exemplifies my improved equipment at X.

of my improved equipment.

In the case of carV, the moment of force is equal to P B when conventional couplers are used, and to PXC when my improved coupler is A.used, and as C is considerably less than B, the equations show that the tendency to push'the car V off the track is considerably reduced by. the use of my improved coupler.

At Z in-Fig. is shown the position assumed.

by the couplers when two adjacent coupler cars U and V are both on a 20 foot radiusv curve. The

lateral swing of the couplers in relation to the car center lines are then the same in both cars and, assuming a pushing force P exerted from car V to car U there is a moment of force produced tending to push both cars U and V off the track equal to P'XE when conventional couplers are used and equal to P Dl when my improved cou'- plers are used. r

As D is less than E the equations show that such as at Z, showing how the rubber block I 5 is compressed at one end and released of compression at the other end under the iniluence of the unequal distribution of the force P. y

The wider I make the rear end face of my improved coupler, the greater is the effect described above but With an end face of 4 to 6 in width I am able to secure Very marked results in improved operation.

In order to help support the lcoupler head in a horizontal position, I place two spaced coil springs to exert pressing upon the clevis member I9 adjacent its lower edge, thus tending to raise the coupler and assist in holding it in a horizontal position.

In the appended claims I have used certain expressions which are dened as follows- Normal bufing force is anysuch force less than that which will derail the car. In the example given above, it is any builing force less than 5,000 pounds.

Norma1 longitudinal moment refers to the longitudinal movement in either direction and if in a buing direction it is limited to normal bufllng force.

The support member I9 is held in a normal position when its plane is normal to the longitudinal axis of the coupler body 5.. 1

The longitudinal axis ofthe anchorage is its axis which aligns with the longitudinalaxis'of the car to which'it is attached.` Under prac tically all construction the longitudinal axes'of the couper proper, of'the anchorage andof the car are in alignment under draft conditions Vexcept when operating on curves.

The coupler proper is in its central position when its axis is aligned with that of the car or anchorage.

main out of operative relation with the supportI f 1. A coupler anchorage comprising in. combinationl a body member for attachmenttoeJ car, a support member with means thereon to secure a coupler body thereto, resilient cushioning means of non-metallic material interposed between the support member and the body member to permit longitudinal movement of the coupler body under either draft or buff forces, anda builing plate associated with the cushioning means and so related thereto as tobe engaged byy the rear portion of the coupler body to receive a portion of thebuiiing force due to the rearward. movement of the coupler body after :the .said buiiing force has been initially appliedI to the sup-t port member.

2. A coupler anchorage comprising in combi.

nation, a body member for attachment Ato a car,

a support member with means to attach a cou-- pler thereto, resilient means `interposed ,between the support member and the body member and arranged to engage with and normally hold the support member normal to the longitudinal,axis` of the anchorage, the said resilient means being constructed with channeled formations and so arranged relative to the support member and to, the body member that the support member may be moved'relative to the body member-and asfY sume obliquely disposed positions relative to theA said axis under 4buff forces, a metal builingv plate associated with the resilient means and in axial alignment with the longitudinal axisl of thel anchorage, and means on the plate to be engaged by the rear end of an associated coupler to 11e-I leasably hold the coupler with its longitudinalA axis obliquely disposed to the longitudinal axis of the anchorage.

3. A coupler anchorage comprising in combina-'f tion, va body member for attachment to a car, al support member with means thereon to secure al coupler thereto, resilient cushioning means of non-metallic material interposed between the support member and the body member to control the longitudinal movements of. the coupler relative to the anchorage under either draft orbui vforces, the means controlling the buflngA forces extending laterally. in both directions from `the,

longitudinal axis of theanchorage and comprising raised yieldable portions'at the lateral ends and which engage with the support member and l exert constant forward pressure upon the support vmember and a central portion between said raised end portions, the central yportion arranged to remember duringnormal bufling operations.

4. A coupler anchorage comprising in combi- "nation, a plate-like support member provided with means to attach a, coupler, thereto7 a body member for attachment to a car, resilient means of non-metallic material` interposed between one The coupler proper is in its central position t face of the support member` andthe body member, other resilient meansof non-metallic material interposedvbetween another face of the support member and fixed means secured to the body member, the said resilient means being under constant compression, the rst said resilient means being subject to further compression from bufling forces and the said other resilient means subject to further compression from draft forces, .the rst said resilient means formed with a plurality of spaced and raised portions whereby the said norimal buiiing forces upon said support members are absorbed by the said raised portions.

5. In a car coupleranchorage provided with au body member for attachment to a car and a support member for pivotally mounting the coupler i on the anchorage and means `of elastic non-metallic material positionedbetween the said support member and the body member, the combination with the body member of a resiliently mounted buffer member positioned rearwardly from the support member and arranged-to be en- Y gaged `by the coupler when pivoted laterally from its central position and said buffer member constructed and arrangedso as to interlock with a position of the adjacentend of the coupler to retain it in its other than central position.

6. In a car coupler anchorage provided with a body member for attachment to a carand a support member for pivotally mounting the coupler on .the anchorage and means of elastic non-metallic material positioned between the said support member and the body membenthe combination with the body member of means positioned rearwardly from the support member and arranged to be engaged by and to yieldingly interlock with :the coupler when moved laterally from itswcentral position to hold the coupler in its other than central position.

'7. In a car coupler anchorage provided with a body member for attachment to acar and a plate-like support member for` pivotally securing the coupler to the anchorage, the combination with the body member of means of yieldable none metallic material interposed between `the support member land the body member and normally maintaining the support member at right angles to the longitudinal axis of the anchorage but permitting the support member to take an oblique position relative to the said axis under buffmg forces applied by the coupler, and means spaced from said body `member and supported by nonmetallic material, said means constructed and arranged to engage and hold a portion of the adjacent end of a, coupler member to retainthe coupler member in an oblique position.

8. A car coupler mechanism comprising in combination, a coupler head and body, thehead portion adapted to` couple with the head on a companion coupler, an anchorageto mount the coupler body on a car, the said anchorage' com`v prising a movable support member to which the body portion is pivotally attached for lateral movement, a buffer member spaced rearwardly from the support member andengageable by the rear end ofthe coupler body and means to resilientlysecure the support member and the buier member in position wherebybothlmembers are permitted to move longitudinally relative to the car undera buff force.

9. A car coupler comprisingy in combination, a coupler body including a head to couple 'with a companion coupler, an anchorage to mount the coupler body and head on a car, the said anchorage kcomprising a body portion for attachment to the car, a support member to which'the coupler body is'pivotally attached for lateral movement, a buffer' member spaced rearwardly-of thesupport member and engageableby the rear end of the coupler body, and means resiliently securing the support member and the buie'r member in position relative to the anchorage body, whereby the coupler body and the support member are yieldable longitudinally under eithera draft or a birding force and the bui'er member' is' yieldable longitudinally under only a' ,buillng` force.

' 10. Car coupling mechanism comprising in combination, a coupler head .adapted to couple with a companion head, a coupler body projecting rearwardly from the head, an vanchorage to mount the head and body on a car, the said anchorage .Cil

and the anchorage body portion to cushion the comprising a support member havingmeans for attaching the coupler body thereto, an anchorage body adapted to be attached to the car, resilient means interposed ybetween thesupport member and the anchorage body whereby the support member is held in position and the coupler head and bodyipermitted to move longitudinally of the anchorage body under either .a draft force or a hurling-force, a resiliently held buffer plate positioned rearwardly from the support member in spaced relation thereto and engageabler by the rear end of the coupler body only after the bui force exceeds a predetermined value.

1l. Car coupling mechanism comprising in combination, a coupler including a -coupler head adapted to couple with a companion coupler, an anchorage to mount the coupler body on a car, the said anchorage comprising a body potion for attachment to a car, a support member to which the coupler body is pivotallysecured for lateral movement, resilient means interposed between the support member andthe said body portion to cushion the normal longitudinal forces of draft and buff and a resiliently supported buier member to be engaged by one end of the coupler body whenrthe said normal bufng force is exceeded, to further cushion the builng force.

12. Car coupling mechanism adapted to be mounted on a car and to couple with a companion coupler comprising in combination, a coupler headprovided with a rearwardly projecting coupler body, an 4anchorage to mount the coupler head and body on a car, the said anchorage comprising a body portion for attachment to a car, a support member to which the coupler body is pivotally attached for lateral movement with a portion of the coupler body projecting rearwardly from ,the pvot pin and beyond the rear face of the support member, yielding means of elastic non-metallic material positioned between the support member and the anchorage body portion to cushion the draft and bui forces and permit longitudinal` movement of said coupler head and body under said forces, a resiliently mounted buffer member positioned so as to be engaged by the said Aprojecting portion of the coupler body when the krearward longitudinal movement of the coupler `body exceeds a predetermined amount to further cushion the bufng force and to maintain the ,longitudinal axis of the coupler body and the anchorage in alignment during said excess rearward movement. v

13. Car coupling mechanism adapted to be mounted on a car and to couple-with a compan ion coupler comprising in combination, a coupler head provided with a rearwardly projecting coupler body having a substantially ilat end surface projecting laterally to each side of the 1ongitudinal axis of the head and body and in a plane normal to said axis for the purpose described, an anchorage to mount the coupler head and body on a car, the said anchorage` comprising a body portion for attachment to the car, a `support member to which the coupler body is pivotally attached to move laterally to either side of its central position with a portion of the coupler body` and dat end surface projecting rearwardly from the pivotal pin and ybeyond the rear face of the support member, resilient means ofnon-metallic material positioned between the support member forces of draft and buff andperimt longitudinal movement of the coupler head and body relative to the anchorage, a resiliently mounted buffer .member havinga substantially dat-surface posi` tioned soas to been'gaged by the end surface of the said projectingv portion'of the coupler body when the' rearwardly longitudinal movement of the coupler` bodyexceeds a predetermined amount, the surface of said buffer member being normal to thelongitudinal axis ofthe coupler head and body when in their central position whereby the longitudinal axs of the coupler body and head andv ofv the anchorage will be' brought intolongitudinal Valignment when the said surfacesiengage, said-buffer member having a formation therein engageable with vthe rearwardly projecting portion of the body to hold said body in an off-center position:

14. In a car couping mechainsmvcomprising a car coupler to couple with a companion coupler and an anchorage'arranged to pivotally mount the coupler upon a car and having means of elastic material to cushion the longitudinal movements of the coupler relative to the anchorage due to draft and buff forces, the rear end surface of the coupler being substantiallyat and normal to the'longitudinal axis of the coupler andextending laterally on both sides of said axis, the combination' with the anchorage of means to'be engaged by the said end surface of the coupler after the coupler has moved rearwardly in excess of its normal buiTmov'eme'nt to maintain the longitudinal axes of the coupler and said anchorage in alignment.'

15. In a car coupling mechanism comprising a car coupler and an anchorage to pivotally mount the coupler upon a car and having means of resilient material to cushion the rearward movements "of the coupler relative to the anchorage due to normal bufflng forces, the combination with theanchorage' of means engageable by the rear end lof the coupler after the said rearward movements `are exceeded Ito hold the longitudinal axis of-the coupler and anchorage yin alignmentv under said buff action;

16. In a't'ransportation system comprising a train of two or more cars mounted on a track and couplers connecting adjacent cars 'and an anchorage secured to each car and provided with means whereby each coupler is pivotallylmounted upon its car and further each anchorage provided vwithineans to cushion the normal buil? and draft forces between adjacent cars, the combination witheach anchorage of cushioning 'means to be engaged 'by the adjacent rear end face of the associated coupler under abnormal buff forces to align the longitudinal axis of the car and the coupler and to maintain said alignment on a tangent track whereby derailment of the cars is resisted.v f

17. In" a transportation system comprising a train of two or more cars mounted on a track and couplers connecting adjacent cars andan anchorage secured to each car and provided witlrmeans whereby each coupler isv pivotally mounted upon its car and further each anchorage provided with means to cushion the buff and draft-forces between adjacent cars and the rear end of each lcoupler projectingy within its anchorage and havingan end surface of extended.

width from. the longitudinal axis of the coupler, the combination with each anchorage of resiliently supported means normally spaced rearwardly from the end surface of theassociated coupler and having asurface of extended widthv normal to the longitudinal axis of the car and engageablenbyI the end surface of the coupler under abuif forcewhereby due tothe width of the contacting vsurfaces and the hurling force ser a of auxiliary means spaced from the said resilient means to co-operate with the couplers whenadjacent cars connected by car couplers pivotally mounted thereon by interposed anchorages and each anchorage provided with resilient means of non-metallic material to cushion the normal draft and buinng forces relative to this anchorage, the combination with each anchorage of `other resilient means to engage with means spaced therefrom on the associated coupler after the bulilng force exceeds said normal force tending to derail the cars, the' said other means when engaged by the last said means on the coupler under said excess bufng force providing moments of force operating to align the longitudinal central axes of the couplers and anchorages and cars and hold them in alignment thereby resisting the tendency for the vcars to derail due to excess bufng forces.

19. In a'haulage system comprising two or more cars operating on a track and car couplers connecting the adjacent cars and including support means to receive and pivotally secure the couplers to their respective cars and each said means provided with cushioning means of yieldable elastic material to absorb the normal draft and builing forces, the combinationwith the first said means of other resilient means to be engaged by the rear end of the coupler t0 receive buning forces in excess 0f said normal bufilng forces, the rear end on each coupler co-operating with said resilient means to form moments of force spaced laterally from the longitudinal axes of the cars and the couplers whereby the couplers andcars are brought into alignment after excessive buning and so maintained with their longitudinal axes in alignment during the period of applicationof said excess buing force.

20. In a transportation system comprisingwa plurality of cars and a track on which the cars operate and couplers connecting the adjacent cars with the longitudinal axes of the vcouplers and cars in alignment on the tangent portions of the track and anchor means to pivotally secure the couplers to the cars with resilient means interposed between the couplers and the anchors and to absorb the normal bufling forces, the combination with `the said anchors of auxiliary means spaced from said resilient means so arrangeed as to cooperate with the couplers whereby a mo- 65 ment of force will be developed to align the llongitudinal axes of the couplers and cars when the.l

cars are operating on a curve and the bufflng force is in excess of thesaid normal buing torce thereby tending to derail the cars.

21. In a transportation system comprising a plurality of cars and a track onwhich the cars operate and couplers connecting the` .adjacent cars with the longitudinal axes of the couplers and cars in alignment on' the tangent portionsl of the track and anchor means to pivotally secure the couplers to the cars with resilient means interposed between the couplers and the anchors to4 permit longitudinal movement of the couplers relative to the anchors and toabsorb the normal bufnng forces, the combination with the anchors the bufling forces `exceed said normal force tendking to derail the c ars, the said co-operation'being effected at a lateral distance from the said longitudinal axis of the coupler whereby a moment of force is produced equal to the product of the component of the full bufiing force times the perpendicular distance from the said longitudinal axis of the coupler to the point of application of the said component thereby tending `to rotate the coupler on its pivotal axis to align the axes on a curve and to maintain the alignment on the tangent thereby resisting derailment of the cars.

22. .A cushion for a car coupler anchorage comprising, a body of elastic non-metallic material adopted to be interposed between the coupler and anchorage, the said body having two end portions and a depressed central portion of extended area, the end portions each provided With a plurality of spaced and raised means so constructed and related to the centrall portion that the normal bufiing forces will be absorbed by the said raised means prior to the central portion absorbing bufng forces in excess of said normal forces and a metallic plate of extended area positioned in the depressed portion to distribute the pressure due to the excess bufling forces over an extended area and to maintain the coupler in an aligned position with the longitudinal axis of the car while under excess boiling.

23. A cushion for a car coupler anchorage comprising, a body of resilient non-metallic material adopted to form a part of a car coupler anchorage and of extended area, the said body provided with raised portions so constructed and'arranged as to receive and absorb the norma1 buffing forces of a car coupler, and the said body also provided with a depressed iiat central portion to receive and absorb buil-lng forces in excess of said normal buiiing forces and a metal plate positioned in said depressed portion and secured in place by its edges embedded in the resilient material.

24. A cushion for a car coupler anchorage comprising, a body of resilient non-metallic material adopted to form a part of a car coupler anchorage car and of the coupler being capable of longitudinal alignment, and means on the anchorage positioned rearward of the coupler end and normally spaced for said coupler end and arranged to cooperate with means on the coupler whereby the coupler and the car are maintained in londinal alignment, and means on the anchorage positioned rearwardly of the coupler end and normally spaced from said coupler end and arranged to cooperate with means on the coupler whereby the coupler and the car are brought into longitudinal alignment from an unaligned position when the said parts are subjected to a buiiing force in excess of the normal bufng force.

27. In a car coupler organization, a housing securable to a car, a buing element fixed to the' car and disposed Within said housing, a plate secured to said bufling element, a support disposed ahead of and adjacent said buiiing element, a draft element arranged ahead of said support, means holding said draft element and said support for movement relatively .of each other and said builng element, a coupler element pivoted to said support, the end adjacent the pivot spaced from said plate, said bung element having ribbed portions engaging said support adapted to absorb the normal builing action, and said coupler end adjacent said plate contacting said plate upon an abnormal buing action and said plate and adjacent end of said coupler when in contact .maintaining the axis of said coupler in alignment with 40 the axis of the track on which said car is running.

and of extended area, the said body provided with disposed to the face of said cushion and to distribute the pressure of the coupler over an extended area of said depressed portion.

25. In combination, a car, an anchorage mounted on the car, a coupler mounted on the anchorage to pivot laterally, the longitudinal axes of the 28. In a car coupler organization, a housing securable to a car, a bung element fixed to one wall of said housing, said bufng element having a plurality of raised portions along some of its edges, a plate held on said buiing element between said raised portions, a support disposed Within said housing adjacent said buffing element raised portions, a draft element including a resilient element disposed ahead of said support, means to hold said draft element and said support and said buiing element in operative relation, and a coupler body pivoted to said support, the pivoted end of which is spaced from said plate, said spacing being of an amount such that said raised portions will rst absorb the initial builing action and said adjacent end of said coupler will then engage said plate to enable the entire bufng element to absorb the buiiing action.

ERNST A. LARSSON. 

